Internal-combustion engine.



n j. PIERCE.

' INTERNAL COMBUSTION ENGINE. dPPLICATION FILED NOV. 6. |913.

Patented Nov. 30, 1915.

2 SHEETS-SHEET l,

i s Q d "i WIT/VSSS:

l. PIERCE.

INTERNAL coMBusnoN ENGlNh.

APPLICATION FILED NOV. 6. i913.

v Patented Nov. 30, 1915.

2 SHEETS-SHEET 2.

Za-66,0% Hrce 3y adelphia` To all 'Hhovm'z't may concern: Be it knownthatV l, JOSEPH Pinnen, a Cit- JOSEPH PIERCE, O. PHILADELPHIA, PENN SYLVANIA, ASSIGNOR T THE A-lVIliRflICAN CYCLE CAR COMPANY,`v OF PHILADELPHIA, PENNSYLVANIA, A CORPORATION OE.

izen of tlie'United States` residing at Philcountv of Philadelphia. State of Pennsylvania,

and useful lmproijement in Internal-Com- ,bustionEngines, of which the following is iol superioicretliciency, economy, simplicityT and l a full. clear, and .exact descriptiomieferv ence being had to `the accompanying draw! ings,which form a part of vthis specification. kThe ob]ect of my invention is to provide a four cycle internal combustion engine of inexpen siveness.

The invention consists of.. an engine ofv this type having certain novel means, adapt- K edto the known construction of valve sleeve engine casing or cylinoperable within the der, whereby the sleeve is given certain movements and is caused, by such move-- ments. together with the provision of pe culiar-shaped ports in the sleeve and ,cas-

I ing, t0 regulate the 'inlet and exhaust.

t Figure 1 is a vertical sectional view of an A preferred embodiment. ofthe invention is shown in the accompanying drawings, in whichf internal combustion' engine embodying vmy invention.- Fig. Q is a vertical section taken on the lineI 2-2 of Fig. 1. Fig. 3 is an elevation `of the inlet side of the cylinder cas-A y ing.` Fig. 4 is a cross section on the line 1 /tof Fig. 3 andFigs. 5, 6, .7"andl Bare diagrammatic views ,showing .the corre sponding positions of piston and valve and i inlet and exhaust ports at' several typical 4in a single cylinder, as many positions in the cycle of operation.

While the invention is"`shown as embodied A cylinders may be employed, in automobile orother-work, as may be found most desirable to meet particular conditions. f

' The casing of theengine comprises thev outer cylindera and 'the inner cylinder Zi, the two cylinders being ,spaced apart to accommodate the sleeve e, which, as hereini after more fully described, is provided with inlet and exhaust ports and is actuated from the crank shaft in such manner as to properly register with inlet and exhaust ports in the engine and thus control'the ad! mission and exhaust of the motive fluid. The upper end of ,the'inner cylinder 72' has .formed integral with it" the headc provided with an annular flange d abutting against and have inventeda new i point Vthereon specification of Leiters raamt. Patented Nov, 30, 191 5 Apiication'aia November e, 191s. seriai No. 799,416. i e

l the `upper end of the o'uter'cylinder a and Vithin the .inner'eyl'nder b reciprocates vthe piston f actuated from-the crank shaft The lower end of the inner-cylinder has an outwardly extending annular flange a' 'spacing the piston chamber from the sleeve chamber, The outer' cylinder 'a extends down below the flange and carries the bearings for the crank-shaft and incloses the crank It. i 5

At one side of the engine the wall of the outer cylinder i is enlarged to form a cliamberm and carries a bearing for the sleeve! operating 'shaft n. This shaft is `driven from thecrank shaft g bymeans of` the gea-rs j. 7c and Z', of such -relative sizes as to impart to the shaft n one rotation for each two rotations the chamber mthe .shaft n carries a vcrank o whose pin p is slidable within a. blockgr] carrying trunnions r turnable iii ears s on- ,the sleeve e.' This connection imparts to the sleeve e a combined longitudinalreciproc'atory and axial-'turning movement. It w il] be readily7 understood that this movementr ofthe crank shaft. lVithin I is such that ytliefpin'p has a truly 4vcircular l mot-ion. as shown at zv'; but owing to the cylindrical shape of the sleeve, anyv given developed surface, isfsome- Vhile this method of resleeve c isv simple and works tively to its own what elliptical. ciprocating the ,with the .utinost- .smoothness and maintains .the oil between casing'and sleeve well distributed, certain ditiiculties arise in'so shapdescribes a path which, rela-V ing the port-s in the sleeve and in the casing,

that` they will Vproperly register or communicate to effectthe opening .and closing of the inlet and exhaust at the proper times.

and to the desired extent. A` I have overcome these difliculties i by providing L-shaped ports both in the l.c asing and'in the sleeve 'and in arranging each'pair of registering portsin such manner that the port in the casing 1s inverted, measuringin two direcprovided with three exhaust ports a registions perpendicular toeach other, with respect'tothe port in the sleeve. These ports' -will now be more particularly described. 'I 105 haust ports e.

As will be seen by an inspection of F igs. l558, leach casing port is inverted, measuring from both a vertical and a horizontal line, relatively Ato the corresponding sleeve port. That is, each casing port has one arm of the lL extending downward and the other arm to the left, while each sleeve port has one arm of the L extending upward and the other to the right. So shaped, corresponding casing and sleeve ports cannot register throughout their areas but register throughout the greater proportion of their areas andare adapted to open and close quickly, to mainta'in connnunication for the proper time and to properly vary the open area during the movement between opening,r and closinff.

The operation of the engine may be readily understood from the foregoing description inA connection with the diagrammatic views of Figs. 5, G, Tand 8, which illustrate four typical or critical points in the cycle of the engine. ln Fig. 5 the piston has reached the upper limit of its stroke and the charge has been compressed. About in this position the charge is tired. The sleeve e is in such position that both supply and exhaust are closed. As the piston moves down, the sleeve exhaust ports 'w approach the casing exhaust ports o until, when the piston has moved some distance beyond its median position toward lower dead center, the exhaust ports v and w just begin to intereonniiunicate, as shown in Fig. 6. During the completion of the downward movement of the piston and during its upward movement, the exhaust ports o and fw remain in eomlnunication until the piston hasabout with the casing inlet ports t and remain in intercommunicating position during),- the next downward or suction stroke of the piston and until the crank shaft has passed some distance beyond lower dead center, as shown in Fig. S. At this time the sleeve inlet ports u pass beyond the casing:y inlet ports t, and during the remaining part of' the upward or compression stroke of the piston, the position oi the sleeve is such as to maintain closed both the supply and exhaust, as shown inilfig.

Having now fully described my invention, what l claim and desire to protect by Letters Patent is:

In an internal combustionengine, the combination oi a cylindrical valve sleeve, a casing composed of an inner cylinder and an outer cylinder a ffording an inelosed annular chamber between them for the reception of the valve sleeve, a piston within the inner cylinder, a crank-shaft connected with the piston, mechanism between the crank shaft and valve sleeve, part of which mechanism extends into said inclosed chamber, adapted to impart to the valve sleeve a combined longitudinally reciprocating and axially-turningV movement, there being registering inlet ports and registering` exhaust ports in both cylinders and inlet and exhaust ports in the valve sleeve.

ln testimony of which invention, l have hereunto set my hand, at Philadelphia, on

.this 5th day of November, 1913.

JOSEPH PIER-CE. Witnesses M. M. HAMILTON, E. E. WALL. 

